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2020 GMC Sierra Review & Buying Guide | The same but different

For the most part, the 2020 GMC Sierra 1500 and the Chevy Silverado are very close siblings. And with the more modestly equipped Sierra SLE and SLT models, choosing between the equivalent Chevy and GMC largely comes down to styling preference and whether you got a better deal at the GMC dealer. They’re almost identical twins. Almost. Because despite the shared DNA, there are differences in terms of model choice. There's no GMC equivalent to the cheaper Custom Trail Boss, for instance, but there is the high-dollar off-road-oriented AT4 that goes beyond the Chevy LT Trail Boss with more equipment and the availability of GMC's unique MultiPro tailgate and CarbonPro carbon fiber bed. Those are also available on the GMC Sierra Denali, which further differs with an adaptive suspension not offered by Chevrolet that seriously improves the ride comfort and handling composure of GM's full-size trucks. GMC therefore makes a compelling case for itself if you're willing to spend more for your truck, but having said that, the range-topping Sierras also don't go above-and-beyond in the same ways as the ritzy Ram 1500 and Ford F-150 trim levels do to provide a proper luxury truck experience. The new Duramax diesel engine at least stands out, but otherwise the Sierra doesn't offer a lot that others can't match or better (even within the GM family). What's new for 2020? CarbonPro Editions debut for the AT4 and Denali trim levels. These include the CarbonPro composite bed and a Kicker audio system in the MultiPro tailgate. The AT4 versions also gets some unique exterior trim. Mechanically, a 10-speed automatic is now paired with the drivetrain combo of 5.3-liter V8, Dynamic Fuel Management and four-wheel drive. Aiding visibility are newly available trailer tow mirrors, a bed-view camera, and a high-def 360-degree camera system with trailering elements.  What's the interior and in-car technology like? Like its Silverado sibling, the Sierra's cabin is its least compelling and competitive attribute, falling far behind the Ram 1500 and Ford F-150 in terms of quality and design. The dash is drab and frankly ugly in every trim level, but the cabin is particularly damning in the Sierra Denali. Its black vinyl "stitched" onto the black dash and some token strips of wood trim slapped onto the center console and doors just aren't enough to create the sort of high-dollar ambience truck buyers can find elsewhere.

2018 GMC Sierra Denali 1500 Drivers' Notes | Chrome cowboy

No matter how much automakers want to charge for trucks, it seems there will be a market. Ford, Ram and GM all have trucks that can push well over $60,000, something that would sound unbelievable even 10 years ago. That brings us to the 2018 GMC Sierra Denali, GM's top dog in the pseudo-lux truck segment. It's packed with tons of goodies and features, but it's starting to feel a little long in the tooth. Still, GM trucks are some of the best selling vehicles in America, so it seems customers don't mind the age. Associate Editor Reese Counts: I've said it before, but I'm not a big truck guy. Give me a Colorado or Tacoma over any of the full-sized behemoths rolling off assembly lines today. Still, I do enjoy taking one home on occasion, especially one as comfortable and well appointed as this Sierra Denali. There's leather and wood and contrasted stitching throughout. The problem is that it's all a veneer over what's becoming an extremely dated truck, though a new one is on the horizon. There's one big thing that truly bothers me about this truck: no keyless entry or ignition. Don't get me wrong, I have no problem doing things the old-fashioned way, but when literally every other competitor at this price has keyless as standard equipment, the fact that GMC (and Chevy for that matter) still require you to pull out a fob and stick a key into an ignition is really glaring. It has to have something to do with the platform, as GM makes plenty of vehicles that don't require a key. One thing that doesn't feel dated is the ride and performance. This truck is equipped with GM's Magnetic Ride Control, and it works wonders for the Sierra's comfort. It would be even better if it wasn't wearing some gaudy 22-inch wheels, but it's still better than a lot of trucks out there. The powertrain, too, is a nice bright spot. The eight-speed automatic is smooth and never feels lost in the hunt for better fuel economy. The 6.2-liter V8 feels strong, and power comes on smooth and easy. Ford's EcoBoosts may win on fuel economy, but there's nothing like a big, burly V8. Senior Editor, Green, John Beltz Snyder: Despite the massive amounts of guilt I feel every time I put my foot to the accelerator, big trucks — something of which I used to steer well clear — are beginning to warm up on me. That being said, others have made more of an impression on me than this Sierra.

GM exploring ways to raise half-ton Duramax diesel tow rating

Lots of truck owners cheered when GM announced fuel economy numbers for the 2020 Chevrolet Silverado with the 3.0-liter Duramax diesel inline-six. Even after Ram let loose its EPA mileage ratings for the 2020 Ram 1500 EcoDiesel, the Chevy oil-burner still took the trophy. The victory was years in the making, GM engineers spending an entire four-year development cycle refining the LM2 Duramax to increase mileage. The tradeoff, as well all know by now, is towing; the Duramax in half-ton duty pulls a maximum 9,300 pounds in the Silverado. Rivals across town can do more, the Ford F-150 PowerStroke rated at 11,500, the Ram 1500 EcoDiesel game to pull 12,560. GM engineer John Barta told Muscle Cars & Trucks that more hauling chops could be on the way, explaining, "We’re actually looking at upgrading some of the materials around (the engine bay) to see if we can maybe raise our tow rating." Engine bay materials are at issue due to thermal complexities underhood. John Barta, GM's assistant chief engineer of diesel engine controls, said the Duramax's inline-six configuration allowed engineers to get emissions hardware like the combined selective catalytic reduction, diesel oxidation catalysts, and diesel particulate filter unit closer to the engine, where it heats up quicker, getting emissions down quicker. But that filter puts another heat source in those confines, enforcing a cap on the tow rating to keep the engine and other systems from overheating. "If you look under the hood," he said, "youÂ’ll see a significant amount of silver ‘moon tapeÂ’ around to make sure things arenÂ’t getting overheatedÂ… if we were to go up in higher towing, which we can, we start impacting the possibility of deteriorating some of the components.” There isn't much space for more grille, so swapping for a better grade of "moon tape" or a different kind of material could reduce engine bay heat, extracting a higher tow rating in the process.  It's important to note a point Barta's been making for months about the Duramax figures, though. "Even though itÂ’s nice to brag about big numbers, in reality, light duty customers are not towing that large with their trucks," and, "We do know that (95 percent) of our light duty customers donÂ’t tow over 9,000 pounds." On our First Drive of the 2020 Silverado diesel we called out the tow rating, but emphasized that the Chevy and GMC have more important challenges to overcome.